Predictive cruise control system with advanced operator control and feedback

ABSTRACT

An on-board vehicle computer system for a vehicle includes at least one processing unit and a memory having stored therein computer-executable instructions configured to cause the on-board vehicle computer system to implement various aspects of a predictive cruise control (PCC) system. In one aspect, the computer system provides a plurality of available speed control bands in a PCC system, and the available speed control bands are selectable by an operator of the vehicle. In another aspect, the computer system provides an upper speed margin and a lower speed margin for a PCC system, and the upper and lower speed margins are adjustable by an operator of the vehicle. Related notifications may be presented via an operator interface (e.g., a touchscreen display provided in a vehicle dashboard or other easily accessible area).

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of application Ser. No. 14/491,968,filed Sep. 19, 2014, the entire disclosure of which is herebyincorporated by reference herein.

BACKGROUND

Predictive cruise control (PCC) systems are enhancements to traditionalcruise control systems that set a target speed to be maintained by avehicle in motion while the cruise control functionality is active. PCCsystems automatically adjust cruise control target speeds based on avariety of inputs, such as a vehicle's position relative to a locationon a route map, terrain or slope information, and predicted orpredetermined paths to a destination. PCC systems, when properly used,can improve the fuel efficiency of a vehicle compared with traditionalcruise control systems. Prior PCC systems have typically provided verylittle information to the operator of the vehicle, even to the extent ofproviding no signal to the operator that a PCC system is even active.Therefore, prior PCC systems may be undesirable for some operators,especially those having less experience with PCC systems.

SUMMARY

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the DetailedDescription. This summary is not intended to identify key features ofthe claimed subject matter, nor is it intended to be used as an aid indetermining the scope of the claimed subject matter.

In some aspects, an on-board vehicle computer system for a vehicleincludes at least one processing unit and a memory having stored thereincomputer-executable instructions configured to cause the on-boardvehicle computer system to implement various aspects of a predictivecruise control (PCC) system. In one aspect, the computer system providesa plurality of available speed control bands in a PCC system, and theavailable speed control bands are selectable by an operator of thevehicle. Operator notifications associated with the PCC system may bepresented via an operator interface (e.g., a touchscreen displayprovided in a vehicle dashboard or other easily accessible area).Presentation of the operator notifications may be based at least in parton a count of PCC speed change events, such as a count of events misseddue to deactivation of the PCC system. Presentation of the operatornotifications also may be based at least in part on a reminder setting,which may be adjustable by the operator of the vehicle. The operatornotifications may include a speed control band adjustment notificationthat indicates a proposed change from a currently active speed controlband to another of the available speed control bands. Presentation ofthe speed control band adjustment notification may be based on, forexample, a speed change event in which a new PCC set speed is outsidethe currently active speed control band, or a count of speed changeevents in which PCC set speeds are outside the currently active speedcontrol band.

In another aspect, the computer system provides an upper speed marginand a lower speed margin for a PCC system, and the upper and lower speedmargins are adjustable by an operator of the vehicle. The upper andlower speed margins may be associated with a speed control band. Thecomputer system may present an operator interface configured to allowadjustments of the upper and lower speed margins by the operator of thevehicle.

In another aspect, the computer system determines a speed control bandfor the vehicle in a PCC system, wherein the speed control bandcomprises an upper speed margin and a lower speed margin. The computersystem compares the upper speed margin with a driver rewards offsetvalue and, based on the comparison, updates the upper speed margin forthe speed control band. For example, if the driver rewards offset valueis less than the upper speed margin, the updated upper speed margin isequal to the driver rewards offset value. The driver rewards offsetvalue may be based at least in part on a current driver reward speedoffset, a maximum vehicle speed bonus, or a fuel economy setting.

In another aspect, the PCC system analyzes roadway slope informationcalculates a PCC set speed based at least in part on the roadway slopeinformation and a currently active speed control band. The currentlyactive speed control band is selected (e.g., by an operator of thevehicle) from a plurality of available speed control bands. The computersystem may present an operator notification indicating an upcomingchange in roadway slope based on the roadway slope information or anoperator notification indicating an upcoming change in vehicle speedbased on the calculated PCC set speed.

In some aspects, reminder notifications are presented via an operatorinterface (e.g., a touchscreen display provided in a vehicle dashboardor other easily accessible area). In one aspect, an on-board vehiclecomputing system determines a new PCC set speed for the vehicle, detectsthat the PCC system is disabled (e.g., by the operator of the vehicle),and presents a PCC activation reminder notification via the operatorinterface. Presentation of the PCC activation reminder notification maybe based at least in part on a reminder setting, which may be adjustableby the operator of the vehicle and/or a count of speed change events.

In another aspect, the computing system determines a new PCC set speedfor the vehicle, compares the new PCC set speed with a current speedcontrol band, and, based on the comparison, presents a speed controlband adjustment notification via the operator interface. Presentation ofthe speed control band adjustment notification may be based at least inpart on a feedback setting, which may be adjustable by the operator ofthe vehicle. Presentation of the speed control band adjustmentnotification may also be based on a count of speed change events inwhich PCC set speeds are outside a currently active speed control band.

DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many of the attendant advantages of thisinvention will become more readily appreciated as the same become betterunderstood by reference to the following detailed description, whentaken in conjunction with the accompanying drawings, wherein:

FIGS. 1 and 2 are schematic diagrams of an illustrative on-board vehiclecomputer system having a PCC system with advanced operator control andfeedback functionality;

FIG. 3 is a table of illustrative signals depicted in FIG. 1;

FIGS. 4-27 are screen shots of illustrative operator notifications thatmay be generated by a display device of a computing system such as theon-board vehicle computer system of FIG. 1;

FIGS. 28-30 are diagrams of illustrative control logic for a PCC systemwith advanced operator control and feedback capabilities; and

FIGS. 31-33 are flow charts of illustrative methods that may beimplemented by a computing system such as the on-board vehicle computersystem of FIG. 1.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is an illustrative and non-limiting description of variousembodiments of the disclosed subject matter. The following descriptionproceeds with reference to examples of systems and methods suitable foruse in vehicles, such as Class 8 trucks. Although illustrativeembodiments of the present disclosure will be described hereinafter withreference to trucks, it will be appreciated that aspects of the presentdisclosure have wide application, and therefore, may be suitable for usewith many types of vehicles, such as passenger vehicles, buses,commercial vehicles, light and medium duty vehicles, etc.

It should be understood that various embodiments of the presentdisclosure include logic and operations performed by electroniccomponents. These electronic components, which may be grouped in asingle location or distributed over a wide area, generally includeprocessors, memory, storage devices, display devices, input devices,etc. It will be appreciated by one skilled in the art that the logicdescribed herein may be implemented in a variety of hardware, software,and combined hardware/software configurations, including but not limitedto, analog circuitry, digital circuitry, processing units, and the like.In circumstances where the components are distributed, the componentsare accessible to each other via communication links. A controller areanetwork bus (or CAN bus) can be used to communicate vehicle operatingconditions, e.g., as specified by the Society of Automotive Engineers(SAE) J1939 standard.

Components and modules described herein may be communicatively coupledby any suitable means, e.g., an internal communications network such asa vehicle bus that uses a controller area network (CAN) protocol, alocal interconnect network (LIN) protocol, and/or the like. Those ofordinary skill in the art will recognize that the vehicle bus may beimplemented using any number of different communication protocols suchas, but not limited to, Society of Automotive Engineers (“SAE”) J1587,SAE J1922, SAE J1939, SAE J1708, and combinations thereof. In otherembodiments, components may be connected by other networking protocols,such as Ethernet, Bluetooth, TCP/IP, and/or the like. In still otherembodiments, components may be directly connected to each other withoutthe use of a vehicle bus, such as by direct wired connections betweenthe components. Embodiments of the present disclosure may be implementedusing other types of currently existing or yet-to-be-developedin-vehicle computer systems without departing from the scope of theclaimed subject matter.

Predictive Cruise Control System with Advanced Operator Control andFeedback

In general, predictive cruise control (PCC) systems can automaticallyadjust a cruise control target speed based on a variety of inputs, suchas a truck's position relative to a location on a route map, terrain orslope information, and predicted or predetermined paths to adestination. PCC systems, when properly used, can improve the fuelefficiency of a truck compared with traditional cruise control systems.

In described embodiments, the operator of a vehicle (e.g., a heavy dutytruck) is provided with the ability to control and receive informationrelevant to the behavior of a PCC system. The level of human-machineinteraction (HMI) and information supplied to the operator is scalablebased on factors such as an operator's selected preferences, and isprovided in an intuitive manner so as to minimize operator distractions.

Described embodiments allow customized experiences for operators withdifferent preferences and levels of experience. For example, moreexperienced operators can reduce the amount of information presented tominimize distractions, and less experienced operators or experiencedoperators that prefer higher levels of feedback can increase the amountof information presented to enable operators to reap greater benefitsfrom the PCC system.

Described embodiments also provide operators with control features suchas the ability to select from among several speed control bands withdifferent positive and negative offsets. (For brevity, speed controlbands are referred to herein simply as “control bands.”) Although suchoffsets are referred to herein as “positive” or “negative” to reflectcommon scenarios in which such offsets are used to increase or decreasevehicle speed, positive and negative offsets may also be zero in somesituations, and thus need not be strictly positive or negative values.For example, a control band with zero positive offset can be used as aninitial control band when the PCC system is initiated, which can providesafety and compliance-related benefits while encouraging the operator toallow the PCC system to remain active whenever cruise control is active,and thus achieve the expected fuel economy improvement.

Described embodiments also provide the ability to deactivate the PCCsystem temporarily. Operators can be notified when the PCC system isactive and when it is not. If the PCC system is not active, the PCCsystem can provide feedback as to why it is not active. Describedembodiments also provide the ability to receive reminders and coachingmessages designed to encourage the operator to activate (or reactivate)the PCC system, select a wider control band, and the like, in order toimprove fuel efficiency and the operator's driving experience.

Described embodiments also provide a method for detecting events inwhich the PCC system will set a target vehicle speed outside of thecurrent control band but within a wider control band, as well as theability to provide a notice to the operator to choose a wider controlband ahead of such events and thereby take advantage of fuel economy ordrivability gains that may be provided by the PCC system.

The frequency of operator notifications can be calibrated to avoidunnecessarily distracting or annoying the operator. Notifications alsocan be turned off, if needed (e.g., for the duration of a single keycycle). Notifications that may be missed (e.g., due to deactivation ofthe PCC system) can be tracked. For example, a count of missed speedchange events can be used to determine whether to remind an operator toactivate the PCC system.

In described embodiments, the PCC system also can provide differenttypes and amounts of information based on truck status. For example, thePCC system can provide more information or more interactive features(e.g., setup utilities, diagnostic utilities, etc.) when the truck isparked in order to take advantage of the operator's ability to pay moreattention to the PCC system when the truck is not in motion. As anotherexample, the PCC system can provide less information or less interactivefeatures when the truck is in motion in order to reduce the risk ofdistracting the operator.

Visual cues such as graphical speedometer indicators, diagrams, text,icons, and the like can be used to communicate truck status, PCC systemstatus, suggested actions, and other information that can be used toencourage particular operator behavior, which may increase PCC systemusage or enhance the benefits of the PCC system when it is in use. ThePCC system can allow operator control of some features and settings(e.g., to reduce or increase PCC system feedback, to avoid exceedingposted speed limits, etc.) while also biasing the system towards moredesirable outcomes such as better fuel economy (which can benefit anentire fleet) and away from outcomes such as faster drive times (whichmay only benefit an individual operator).

Prior PCC systems have typically provided very little information to theoperator, even to the extent of providing no signal to the operator thata PCC system is active. Such systems can be undesirable for operators,especially those having less experience with PCC systems. Such systemscan be confusing for an operator that may notice changes in truckbehavior without being notified that a PCC system is active. Priorsystems can interfere with the operator's ability to understand whetheror not the truck is providing the intended functionality and resultantsavings that PCC systems can provide. Prior systems that provide noopportunity for the operator to control the maximum and minimum offsetsfrom the cruise control set speed may require minimal interaction fromthe operator, but lack of feedback and operator control can lead theoperator to deactivate predictive cruise control completely if thevehicle's speed deviates too much, or without warning, from the cruisecontrol set point.

Embodiments described herein provide advantages over prior systems. Forexample, if the operator is traveling at the speed limit to maintaintraffic flow and drive cycle time, the operator may not want to exceedthe speed limit for safety or legal reasons, but the operator may bewilling to reduce speed on hills to save fuel. In described embodiments,the operator's ability to choose a control band with zero positiveoffset can encourage use of the PCC system while respecting theoperator's desire to avoid an increase in speed and thus reducing thechance that the operator will decide to deactivate the PCC system. Asanother example, if the operator is traveling down a hill where theheavier weight of the truck tends to make downhill velocities faster,the operator may choose to reduce the cruise control's positive offsetto maintain a safe distance from lower-weight traffic ahead that tendsto travel at slower speeds.

Illustrative Predictive Cruise Control System

This section describes features of an illustrative PCC system within anon-board vehicle computer system. In the illustrative PCC system,information can be provided to a truck operator to provide feedback andguide operator behavior. Although illustrative details are provided inthis section, it should be understood that alternative systems andmethods can be implemented and used in accordance with the presentdisclosure.

FIG. 1 illustrates one embodiment of a vehicle computer system 100 withPCC functionality, according to various aspects of the presentdisclosure. The system 100 includes electronic control units (ECUs) 110,120, and 130 that monitor truck status, control PCC functionality,generate operator notifications, and the like.

The ECUs 110, 120, and 130 can be implemented in a variety of hardware,software, and combined hardware/software configurations, for carryingout aspects of the present disclosure. For example, the ECUs 110, 120,and 130 may include memory and a processor. In one embodiment, thememory comprises a random access memory (“RAM”) and an electronicallyerasable, programmable, read-only memory (“EEPROM”) or othernon-volatile memory (e.g., flash memory) or persistent storage. The RAMmay be a volatile form of memory for storing program instructions thatare accessible by the processor. The processor is configured to operatein accordance with program instructions. The memory may include programmodules, applications, instructions, and/or the like that are executableby the processor and implement functionality described herein.

The ECUs 110, 120, and 130 may be communicatively coupled to sensorsthat provide information concerning the status of the truck. Forexample, the engine ECU 130 may be communicatively coupled to one ormore sensors that measure vehicle speed, and this information can beused to set a value for the Vehicle Speed signal depicted in FIG. 1. Asanother example, the PCC ECU 120 may be communicatively coupled to oneor more sensors that measure a current slope of the roadway on which thetruck is traveling, and this information can be used to set a value forthe Current Slope signal depicted in FIG. 1.

In the example shown in FIG. 1, the ECUs 110, 120, and 130 communicatevia a CAN bus 140. Illustrative signals are shown that can betransmitted and/or received by the ECUs 110, 120, and 130. Such signalsmake efficient use of space on the CAN bus 140 and can be used toimplement PCC functionality within the system 100. For example, thedisplay ECU 110 can generate and/or process signals such as EnhancedDriver Feedback, Initiate Self Test, Lower Limit, Upper Limit, CC(Cruise Control) Set Speed, and Vehicle Mode; the predictive cruisecontrol ECU 120 can generate and/or process signals such as PCC State,PCC Set Speed, Current Slope, and Future Slope; and the engine ECU 130can generate and/or process signals such as Vehicle Speed and CC SetSpeed.

The type and value range of the illustrative signals depicted in FIG. 1are shown in table 200 in FIG. 3 and described in further detail below.Illustrative uses of these signals and other signals are described indetail below.

In this example, PCC State describes whether the PCC system is active.If the PCC system is not active, PCC State also may include anindication of why the PCC system is not active. As shown in table 200,PCC State can be, for example, in a “Fully Active” state or in aninactive state that may be caused by any of several possible errorconditions (e.g., truck position is unavailable, map location isunavailable, slope information is unavailable, predicted path isunavailable, or vehicle speed is too slow). CC Set Speed describes anoperator-specified vehicle set speed for cruise control functionality,whereas PCC Set Speed describes a target vehicle speed set by the PCCsystem. In the example shown in FIG. 3, these parameters are described,along with Vehicle Speed, as being continuously variable in a range of 0to 128 mph, although in operation these parameters typically will berestricted to a smaller range (e.g., by a maximum pedal speed, a maximumor minimum cruise control set speed, etc.).

Current Slope and Future Slope can be used to describe current terrainand future terrain as being an upslope, a downslope, or flat. Thisinformation can be used to make adjustments to vehicle speed in the PCCsystem, as discussed in further detail below. Lower Limit and UpperLimit can be used to describe lower and upper speed margins in terms ofnegative offsets and positive offsets, respectively, for vehicle speedadjustments within the PCC system. In the example shown in FIG. 3, LowerLimit and Upper Limit are described as being continuously variable in arange of −10 to 0 mph and 0 to 10 mph, respectively, although inpractice these parameters may be restricted to a smaller range (e.g.,based on user preferences or system settings), as described in detailbelow.

In the example shown in FIG. 3, Enhanced Driver Feedback is defined as aBoolean value that is used to indicate whether additional driverfeedback (e.g., in the form of operator notifications on a display) isdesired, and Initiate Self Test is defined as a Boolean value that isused to indicate whether a PCC system self-test is to be initiated.Illustrative operator notifications and self-test utilities aredescribed in detail below.

In the example shown in FIG. 1, the display ECU 110 communicates with anoperator interface 112 that includes an operator display 102. Theoperator display 102 may be any type of display used in a truck toconvey information to the operator. For example, the operator display102 may include an LCD display configured to display information to theoperator much like any other computing display. In a touchscreenconfiguration, the operator display 102 also has input capabilities. Inaddition to the operator display 102, the operator interface 112 alsomay include other output devices for visual output or other output, suchas lamps, needle gauges, speakers, or haptic feedback devices, toprovide information to the operator. The operator interface 112 also mayinclude other input devices including buttons, toggles, keyboards,mechanical levers, and any other devices that allow an operator toprovide input to the system 100.

In the example shown in FIG. 1, two illustrative display states 1700 and2100 are shown that can be presented on the display 102. The displaystate 1700 is an example of a display state that may be in effect whenthe Vehicle Mode is “Driving.” The display state 1700 includes afunction tell-tale 162 with an icon to indicate that the truck is in an“Eco-Cruise” mode in which the PCC system is active. The display state1700 also includes a function-specific view 164 that provides additionalinformation related to the PCC system. The display state 2100 is anexample of a display state that may be in effect when the Vehicle Modeis “Parked.” The display state 2100 includes features of a PCC systemsetup utility. The features of the display states 1700 and 2100 andother illustrative display states are described in further detail below.

The ECUs 110, 120, and 130 may be communicatively coupled to othercontrol modules that may affect or be affected by the ECUs. For example,referring to FIG. 2, the predictive cruise control ECU 120 is depictedas receiving signals from an advanced stability control module 170, anadaptive cruise control module 172, a driver reward module 174, ageneral cruise control module 176, and an engine retarder module 178.

The adaptive cruise control module 172 can provide a truck with theability to detect objects in front of it and adjust vehicle speed toensure proper spacing and reduce the possibility of collisions or theneed for sudden braking. In at least one embodiment, if both ACC and PCCfunctionality are present, PCC functionality is not active unless ACCfunctionality is not in an error state. PCC also may be deactivated inresponse to other events related to vehicle status or operatingconditions, such as a stability control event generated by the advancedstability control module 170.

In the example shown in FIG. 2, illustrative input signals provided tothe PCC ECU 120 include Cruise Control State, CC Set Speed, V_(MAX), andV_(CC OFFSET) from the cruise control module 176; Driver Reward Active,Offset Mode, Vehicle Speed Offset, and Vehicle Speed Bonus from thedriver reward module 174, and V_(OFFSET, DSC) from the engine retardercontrol module 178, and V_(SPEED). In the example shown in FIG. 2, thepredictive cruise control ECU 120 takes these inputs (and potentiallyother inputs, as may be provided by an operator or from other inputsources) to generate output signals, including PCC Set Speed. PCC SetSpeed may be provided to other modules, such as a vehicle speed limitermodule 180 that may be communicatively coupled to a torque speed controlmodule 190.

In this example, Cruise Control State indicates the state of the basecruise control functionality. Possible values of this state variableinclude Off, On, Active/Resume, Cancel, and Overrule. V_(MAX) describesthe maximum vehicle speed that is available via the accelerator pedal,with no active offsets. V_(CC OFFSET) describes the offset speed fromV_(MAX) that is applied when cruise control is active. V_(SPEED)describes the current vehicle speed. Driver Reward Active indicateswhether the driver reward system is active, which can be used to provideperformance bonuses, such as added speed, to reward operators fordesirable behaviors or results (e.g., achieving a target fuel economyvalue). Offset Mode indicates whether any driver reward offsets areapplied to the pedal speed limit, the cruise control speed limit, orboth. Vehicle Speed Bonus describes the maximum vehicle speed offsetwithin the driver reward functionality, and Vehicle Speed Offsetdescribes the offset that is actually applied within the driver rewardfunctionality.

V_(OFFSET), DSC describes an offset speed that defines a target speedfor downhill speed control (DSC) module or other automatic engineretarding functionality. In at least one embodiment, DSC is enabledwhenever the PCC system is enabled.

In at least one embodiment, although parameters such as V_(MAX) andVehicle Speed Offset may vary (e.g., based on driver rewardsfunctionality), the PCC Set Speed need not automatically change inresponse to such changes. For example, PCC Set Speed may remain the sameif changes in parameters such as V_(MAX) or Vehicle Speed Offset stillresult in a calculated PCC Set Speed that remains within the currentlyactive control band.

The ECUs 110, 120, and 130 also may be communicatively coupled to one ormore vehicle data stores (not shown). Vehicle data stores may includesuitable nonvolatile computer-readable storage media, such as an EEPROM,flash memory, hard disk, or the like. Vehicle data may be used by thesystem 100, as described herein, to perform one or more of the functionsdescribed herein. Vehicle data may include data that is sensed andstored during vehicle operation, as well as programmable settings thatcan be programmed by the vehicle manufacturer, the owner, the operator,or any other suitable entity.

Illustrative Operator Notifications

A variety of graphics, messages, and other output can be used to providefeedback to operators. Such feedback can be referred to as operatornotifications. In a truck with a PCC system, operator notifications canbe used to provide detailed information to operators that describe, forexample, the status of the PCC system and suggestions for increasing thebenefits of the PCC system. In any of the examples described herein, thecontent, appearance, or presence of operator notifications may depend onoperator preferences, system settings, or other factors. It at least oneembodiment, the appearance or presence of some operator notificationsdepends on the value of the Enhanced Driver Feedback variable describedabove. Example operator notifications are described in detail below.

In examples described herein, operator notifications comprising visualelements are described. Depending on implementation, the visual elementscan include graphics, text, icons, and the like. Depending onimplementation, one or more visual elements may be activated (e.g., bytouch in a touch-enabled interface) to access additional information orfunctionality. Operator notifications may be displayed for a definedperiod of time or until a particular event occurs. Notifications may benon-suppressible or suppressible. Non-suppressible notifications may notbe dismissed until an underlying condition is satisfied, whilesuppressible notifications may be dismissed at an operator's discretion.

The visual and functional elements described in the following examplescan be replaced with any other elements that are suitable forcommunicating the information described in these examples. Further, theelements described in the following examples can be presented indifferent ways (e.g., in different colors, sizes, or display locations;animated or static; flashing or not flashing; flashing at differentrates; with or without sound; movable (e.g., by an operator interactingwith a touchscreen) or in a fixed location; etc.) to communicate theinformation described in these examples.

Examples of PCC system operator notifications are now described withreference to FIGS. 4-27, which are screen shots depicting variousdisplay states in accordance with aspects of the present disclosure.Many of the display states include operator notifications comprising afunction tell-tale 162 that indicates a basic status of the PCC system.Many of the display states also include operator notificationscomprising a function-specific view 164 that provides more detailedinformation, if available, about the PCC system. Many of the displaystates also include home screen information 302, 304 to give theoperator basic information about road conditions, time of day, generalsystem alerts, and the like.

In the display state 300 shown in FIG. 4, the function tell-tale 162indicates that the base cruise control system is active with cruise setspeed of 55 mph. However, the function-specific view 164 includes amessage that indicates that sufficient PCC system data is not availableand that the truck will remain at the cruise set speed withoutPCC-generated speed adjustments. This message may be displayed, forexample, when an operator attempts to activate the PCC system when PCCState is in an error condition, such as where vehicle position isunavailable, map location is unavailable, roadway slope information isunavailable, or a predicted path is unavailable.

In the display state 400 shown in FIG. 5A, the function tell-tale 162indicates that the PCC system has been enabled (via the “ECO” symbol).The function-specific view 164 includes a speedometer graphic 350 thatindicates the potential positive and negative speed offsets that arecurrently in effect within the PCC system. The function-specific view164 also includes a slope diagram 330 that indicates the current slopeand future slope of the roadway on which the truck is traveling, as wellas additional icons such as a road information icon 340, a driverrewards icon 342, and a cruise control icon 344. In at least oneembodiment, the display state 400 occurs when Vehicle Mode=Driving, PCCState=Fully Active, Current Slope=Flat, and Next Slope=Flat. In FIG. 5B,the function tell-tale 162 in the display state 500 provides anotherexample of how the PCC system can indicate that the PCC Set Speed isequal to the cruise control set speed (e.g., as defined by the variableCC Set Speed), without displaying a function-specific view 164.

In the display state 600 shown in FIG. 6A, the function tell-tale 162indicates that the base cruise control system is on, but it has not beenupdated to indicate that the PCC system is active. However, thefunction-specific view 164 includes a message that indicates theactivation of the PCC system and that the truck may vary from the cruiseset speed with PCC speed adjustments. To avoid unnecessary feedback asthe PCC system is activated and deactivated during operation of thetruck, in one implementation the display state 600 occurs on the firstoccurrence of this transition since the last key-on event for the truck.As an alternative to the display state 600, the display state 610 shownin FIG. 6B also indicates that the PCC system has been activated (withthe text “Eco-Cruise: On”) in an alternative arrangement within thefunction-specific view 164. The messages depicted in display states 600and 610 may be displayed, for example, when Cruise Control State=ON andthe PCC system is active (e.g., when PCC State transitions to a FullyActive state).

An operator notification also can be used to indicate a transition froman active state to an inactive state. In the display state 700 shown inFIG. 7A, a large PCC icon accompanied by the word “OFF” is used toindicate that the PCC system has transitioned to an inactive state. Asan alternative to the display state 700, the display state 710 shown inFIG. 7B also indicates that the PCC system has been deactivated, withthe text “Eco-Cruise: Off” appearing in the function-specific view 164.

In an active PCC state, a display state can be used to indicate a speedchange event that is attributed to the PCC system. In the display states800 and 900 shown in FIGS. 8A and 9A, respectively, illustrative speedchange notifications are depicted comprising large arrows pointing up ordown accompanied by the words “Speeding Up” or “Slowing Down,”respectively, to indicate a speed change event caused by the PCC system.In the display states 810 and 910 shown in FIGS. 8B and 9B, otherillustrative speed change notifications are depicted comprising afunction tell-tale 162 that indicates an increase in speed and adecrease in speed, respectively. In some embodiments, the display states800, 810, 900, and 910 occur when PCC State is Fully Active and PCC SetSpeed is greater than or less than Vehicle Speed, respectively.

The examples shown in FIGS. 8A, 8B, 9A, and 9B omit some informationshown in other examples described herein (e.g., FIGS. 10 and 11), whichcan help to remove visual noise and clarify the communication of thechange in vehicle speed. On the other hand, additional information(e.g., terrain information) may help the operator to better understandthe behavior of the truck and the operation of the PCC system. Eitherapproach can be desirable, depending on the context of thecommunication.

An operator notification also can be used to indicate upcoming terrainfeatures that may affect the vehicle speed set by the PCC system. Forexample, in the display states 1000, 1100, and 1700 shown in FIGS. 10,11, and 17, respectively, the function tell-tale 162 and the speedometergraphic 350 have been updated to indicate that the PCC system is causingthe truck to speed up (FIGS. 10 and 17) or slow down (FIG. 11).

In the display states 1000 and 1700, the speedometer graphic 350 hasbeen updated to indicate that the truck is speeding up from 55 mph. Inthe display state 1000, the slope diagram 330 has been updated toindicate an upcoming hill climb. In at least one embodiment, the displaystate 1000 occurs when Vehicle Mode=Driving, PCC State=Fully Active,Current Slope=Flat, and Next Slope=Up. In the display state 1700, theslope diagram 330 has been updated to indicate the upcoming end of adescent. In at least one embodiment, the display state 1700 occurs whenVehicle Mode=Driving, PCC State=Fully Active, Current Slope=Down, andNext Slope=Flat.

In the display state 1100, the speedometer graphic 350 has been updatedto indicate that the truck is slowing down from 55 mph, and the slopediagram 330 has been updated to indicate that a current hill climb isending soon, thereby providing feedback to the truck operator toindicate why the truck is slowing down. In at least one embodiment, thedisplay state 1100 occurs when Vehicle Mode=Driving, PCC State=FullyActive, Current Slope=Up, and Next Slope=Flat. The display states 1000,1100, and 1700 shown in FIGS. 10, 11, and 17, respectively, providefeedback to the truck operator to indicate both a change in speed causedby the PCC system and a reason why the change is occurring.

An operator notification also can be used to indicate upcoming terrainfeatures that are being monitored by the PCC system even if the vehiclespeed will not be affected by the PCC system. For example, in thedisplay states 1200, 1300, 1400, 1500, and 1600 shown in FIGS. 12-16,respectively, the function tell-tale 162 and the speedometer graphic 350indicate that no speed change will take place in view of current and/orupcoming terrain features. The display states shown in FIGS. 12-16provide feedback to the truck operator to indicate both a steady speedand reasons (e.g., depictions of current and future terrain featuresthat are being monitored by the PCC system) why no change is occurring.

The slope diagram 330 depicts an upcoming downhill slope in FIG. 12, anongoing hill climb in FIG. 13, an upcoming hill apex in FIG. 14, anupcoming valley in FIG. 15, and an ongoing descent in FIG. 16. In atleast one embodiment, the display states 1200, 1300, 1400, 1500, and1600 occur when Vehicle Mode=Driving, PCC State=Fully Active, and thefollowing conditions apply: Current Slope=Flat and Next Slope=Down (FIG.12); Current Slope and Next Slope=Up (FIG. 13); Current Slope=Up andNext Slope=Down (FIG. 14); Current Slope=Down and Next Slope=Up (FIG.15); and Current Slope and Next Slope=Down (FIG. 16).

FIGS. 18-21 depict display states 1800, 1900, 2000, and 2100,respectively, that may be presented when the vehicle is parked (e.g., asindicated by Vehicle Mode=Parked) in at least one implementation.(Display state 2000 may also be presented when the vehicle is inmotion.) In the display states 1800 and 2000, the function-specific view164 includes features of a PCC system setup utility with functionalityfor adjusting user settings and performing system diagnostics via a“System Self Test” function. In display state 1800, the “Start SelfTest” function is selected, as indicated by the rounded rectangle in thefunction-specific view 164, which also includes additional PCC systeminformation such as a lower speed adjustment limit (“Lower Limit=−5mph”), an upper speed adjustment limit (“Upper Limit=+3 mph”), and amaximum downhill speed (“Max Downhill=67 mph”). In display state 1900,results of the self-test are displayed. As shown, the display state 1900includes a message that indicates that the GPS signal test failed, whichmeans that PCC functionality may not be available. The display state2000 in FIG. 20 may be used in the event of the PCC system faultdetected in FIG. 20, or some other fault. As shown in FIG. 20, the truckoperator is advised to “maintain speed and braking manually” to managevehicle speed in the absence of active PCC functionality. The displaystate 2000 can be presented when the truck is in motion or when thetruck is parked, and can be dismissed as desired by the operator inorder to minimize visual clutter.

In the example shown in FIG. 21, the Usage Cues settings function isselected, indicating that Usage Cues are currently on. In at least oneimplementation, this setting means that Enhanced Driver Feedback=True.Additional settings shown in FIG. 21, such as the Lower Limit and UpperLimit, can be similarly selected and adjusted, as desired. In someimplementations, settings such as the Lower Limit, Upper Limit, MaximumDownhill Speed, and other settings may be constrained or fixed.

In some embodiments, if the PCC system is active, it may be in one ofseveral possible control bands with a range of available vehicle speedadjustments, including an upper limit and a lower limit. The variablePCC Level can be used to indicate whether the PCC system is active, andif so, the current control band. In at least one embodiment, PCC Levelcan be set at 0, 1, 2, or 3. Overruling the PCC system or deactivatingthe PCC system sets PCC Level=0. The display state 2200 shown in FIG.22A includes the message “Eco-Cruise: Overruled” in thefunction-specific view 164 to indicate that the PCC system has beenoverruled by the operator (PCC Overruled By Driver=True), while thefunction tell-tale 162 indicates that the base cruise control remainsactive with a cruise set speed of 60 mph.

The act of overruling the PCC system can be followed by a brieflydisplayed message (e.g., display state 2210 in FIG. 22B) to provideconfirmation to the operator that the PCC system has been overruled. Inat least one embodiment, the display state 2210 is not presented unlessthe variable PCC Settings Change Indication=True, indicating that asuccessful request has been made to overrule the PCC system. PCCSettings Change Indication also can indicate a change to the PCC Level,as described below.

In at least one embodiment, the feature that allows the operator tooverrule operation of the PCC system can be enabled or disabled by anadministrator, e.g., the vehicle owner. In addition, the amount of timethat the operation of the PCC system has been overruled by the operatorcan be tracked (e.g., as a percentage of total driving time or of thetime during which the base cruise control system is active) todetermine, for example, whether additional coaching may be effective inincreasing the amount of time that the operator allows the PCC system toremain active.

FIGS. 23A, 24A, and 25A show display states 2300, 2400, and 2500associated with different control bands for an active PCC system. In theexample shown in display state 2300 (PCC Level=1), one of threecheckmarks is highlighted in the function-specific view 164 to indicatea first control band with a narrow speed adjustment range 2302 (e.g.,from −3 mph to +0 mph). In the example shown in display state 2400 (PCCLevel=2), two checkmarks are highlighted in the function-specific view164 to indicate a second control band with a wider speed adjustmentrange 2302 (e.g., from −5 mph to +3 mph). The darker-shaded bars 2304 inFIGS. 23A and 24A indicate an additional downhill speed offset that isavailable beyond the fueled positive offset provided by the PCC systemfor the given control band. Alternatively, the downhill speed offset canbe omitted.

In the example shown in display state 2500 (PCC Level=3), threecheckmarks are highlighted in the function-specific view 164 to indicatea third control band with a still-wider speed adjustment range 2302(e.g., from −10 mph to +10 mph). The act of transitioning to a specificcontrol band can be followed by a briefly displayed message (e.g.,display states 2310, 2410, and 2510 in FIGS. 23B, 24B, and 25B,respectively) to provide confirmation to the operator that a selectedcontrol band is now active. In at least one embodiment, the displaystates 2310, 2410, and 2510 are not presented unless the variable PCCSettings Change Indication=True, indicating that a successful requesthas been made to change the PCC Level.

In some embodiments, a driver performance assistant (DPA) systemexhibits functionality that encourages operator behavior to providebenefits such as improved performance and improved fuel economy. The DPAsystem can be adapted to work with one or more vehicle subsystems,including a PCC system.

For example, a DPA system can provide notifications to encourage theoperator to activate a PCC system that has been deactivated (e.g., whereevents have been missed in which the PCC system would have adjusted thevehicle speed). In the example shown in FIG. 26, the display state 2600depicts an illustrative PCC activation reminder notification thatincludes a message (e.g., “Activating Eco-Cruise Saves Fuel”) toencourage the operator to activate the PCC system. In at least oneembodiment, this display state appears for a brief time (e.g., 5seconds) to avoid unnecessarily distracting the driver. The conditionsunder which the display state 2600 appears may vary depending on systemsettings, user preferences, and the like.

In some embodiments, the illustrative PCC activation remindernotification depicted in the display state 2600 may depend on thefollowing parameters: Driver Coaching Setting, Event Missed Count, andEvent In Range. Driver Coaching Setting indicates whether coachingmessages (e.g., PCC coaching messages and/or other coaching messages)are enabled or not. Event Missed Count is incremented (e.g., by a valueof 1) if a speed change event occurs in which the PCC system would havechanged the target vehicle speed from the cruise control set speed, butwas unable to do so because PCC system functionality was disabled. Suchan event can be referred to as a missed event. Event In Range indicatesthat the PCC system is set to change the cruise control set speed in thenear future. In at least one embodiment, the display state 2600 ispresented if Driver Coaching Setting is “enabled,” Event Missed Count isgreater than or equal to a threshold number (which may be customized),and Event In Range=True.

As another example, a DPA system can provide operator notifications toencourage the operator to select a wider control band if the PCC systemwould have adjusted the vehicle speed to a speed outside a narrowercontrol band but within a wider control band. In the example shown inFIG. 27, the display state 2700 includes an illustrative control bandadjustment notification comprising a message (e.g., “Use a WiderEco-Cruise Control Band to Save Fuel”) to encourage the operator to usera wider control band (e.g., with a higher positive offset and/or a lowernegative offset). In at least one embodiment, the display state 2700 canbe presented ahead of an upcoming speed change event in which the PCCsystem would adjust the vehicle speed to a speed outside the current,narrower control band but within a wider control band.

The control band adjustment notification depicted in the display state2700 may depend on the following parameters: Non-Optimal Event Count andNon-Optimal Event In Range. For example, Non-Optimal Event Count can beincremented (e.g., by a value of 1) if a speed change event occurs inwhich the PCC system would have adjusted the target vehicle speed fromthe set speed (e.g., by lowering it), but was unable to do so becausethe adjusted speed would be outside (e.g., lower than) a currentlyactive control band. Such an event can be referred to as a Non-OptimalEvent. Non-Optimal Event In Range indicates that the PCC system is setto adjust the target vehicle speed from the set speed to a speed outside(e.g., lower than) a currently active control band in the near future.In this example, the display state 2600 can be presented if Non-OptimalEvent Count is greater than or equal to a threshold number (which may becustomized), and Non-Optimal Event In Range=True.

To provide an additional level of control over PCC messages in a DPAsystem, an additional parameter (e.g., Enable_(PCC Reminder)) can beused to indicate whether or not feedback (e.g., reminders) related tothe PCC system are to be displayed. In this way, coaching messages canbe generally enabled within the DPA system, while still allowing theability to turn PCC system feedback messages on or off. Some parameters(e.g., Event Missed Count, Non-Optimal Event Count) may be reset (e.g.,to a default value such as 0) if the DPA system is reset, which canprevent reminders relating to such parameters from occurring toofrequently.

Illustrative Control Logic In this section, illustrative control logicfor a PCC system with advanced operator control and feedbackcapabilities is described. The control logic described in this sectioncan be implemented in a variety of hardware, software, and combinedhardware/software configurations (e.g., in an ECU such as the PCC ECU120 depicted in FIGS. 1 and 2). Although illustrative details areprovided in this section, it should be understood that alternativecontrol logic and associated methods can be implemented and used inaccordance with the present disclosure.

In the example shown in FIG. 28, a PCC driver control integration module2810 receives the operator input signals PCC_Change_Level_Rq (toindicate a request for a change in the PCC level) and CC_Operator_Rq (toindicate a request for a change in the cruise control status(CC_State)). The PCC driver control integration module 2810 alsoreceives the system parameters PCC_ENABLED_SPP (to indicate whether thePCC system is enabled) and PCC_DRIVER_OVERRIDE_ENABLED_SPP (to indicatewhether the operator can override the function of an enabled PCCsystem). The module 2810 calculates a PCC level (PCC_Level) based onthese signals. The module 2810 also outputs signals(b_PCC_Overruled_ByDriver, b_CC_Active, b_PCC_Settingsindication_Rq) toindicate possible updates in the PCC system that may result from theprocessing of the operator input and the PCC system parameters in themodule 2810. In addition, in this example, DSC is enabled (as indicatedby DSC_ENABLED_SPP) whenever the PCC system is enabled (as indicated byPCC_ENABLED_SPP).

In the example shown in FIG. 28, the PCC_Level signal is provided alongwith the cruise control set speed signal (CC_SetSpeed) to a speed marginmodule 2820. In this example, for PCC levels of 1, 2, or 3, the speedmargin module 2820 calculates and outputs speed margin signals (e.g.,PCC_UpperSpdMargin, PCC_LowerSpdMargin, and PCC_SpeedMargins), anddifferent upper and lower speed margins may be calculated for each PCClevel (e.g., PCC_Level1_UpperSpdMargin, etc.). These margins arecalculated by multiplying CC_SetSpeed by a value associated with themargin for a particular PCC level, thereby allowing the margins to beproportional to the cruise control set speed. This can avoid potentialdrawbacks of static, narrow control bands that reduce the available fueleconomy and drivability gains that may be available in wider controlbands. Illustrative speed margin calculation values are shown in Table1, below.

TABLE 1 Values for calculating upper and lower speed margins Offset fromPCC Speed 60 mph Cruise Level Margin Value Set Speed 0 Upper 0     0 mphLower 0     0 mph 1 Upper 0     0 mph Lower −0.05 −3.0 mph 2 Upper 0.04+2.4 mph Lower −0.07 −4.2 mph 3 Upper 0.08 +4.8 mph Lower −0.12 −7.2 mph

The values shown in Table 1, above, are only examples and may bereplaced with other values or applied to different cruise set speeds toachieve different offsets.

In the example shown in FIG. 28, the driver rewards arbitration module2830 takes CC_SetSpeed and PCC_UpperSpdMargin as input and, when achange in CC_SetSpeed is detected, determines whether any changes shouldbe made to PCC_UpperSpdMargin in view of driver rewards settings. In theillustrative driver rewards arbitration module 2830 shown in FIG. 29, ifthe driver reward system is active (DriverReward_Active=True) and thedriver reward is applied to the cruise control speed limit (e.g., ifDRIVERREWARD_OFFSET_MODE_SPP is greater than or equal to 2), then theoutput of the module 2830 is set to be the PCC_UpperSpeedMargin or amaximum driver rewards positive offset, whichever is less. The maximumdriver rewards positive offset is calculated in the maximum driverrewards offset module 2910 based on the following input signals:Driver_Reward_Speed_Offset (the offset that is actually applied withinthe driver reward functionality; see Vehicle Speed Offset above),DRIVERREWARD_MAXIMUM_VEHICLE_SPEED_BONUS_SPP (the maximum vehicle speedoffset within the driver reward functionality; see Vehicle Speed Bonusabove), PCC_MAXIMIZE_FUEL_ECONOMY_SPP (indicating whether the PCC systemis biased in favor of fuel economy), CC_MAX_SETSPEED_SPP (the maximumpedal speed plus any base cruise control offset speed; see V_(MAX) andV_(CC OFFSET), above), and CC_Set_Speed.

In the illustrative module 2910 shown in FIG. 30, ifPCC_MAXIMIZE_FUEL_ECONOMY_SPP=True, then the Maximum Driver RewardsPositive Offset isDriver_Reward_Speed_Offset+CC_MAX_SETSPEED_SPP−CC_SetSpeed; otherwise,it is set to beCC_MAX_SETSPEED_SPP+DRIVERREWARD_MAXIMUM_VEHICLE_SPEED_BONUS_SPP−CC_SetSpeed.

For more information on illustrative driver rewards systems that may beused in combination with embodiments described herein, see co-pendingU.S. patent application Ser. No. 14/020,638, entitled “Real-Time DriverReward Display System and Method,” filed on Sep. 6, 2013, which isincorporated herein by reference.

Example Methods

In this section, illustrative methods for a PCC system with advancedoperator control and feedback capabilities are described. The methodsdescribed in this section can be performed by a variety of hardware,software, and combined hardware/software configurations (e.g., in an ECUsuch as the PCC ECU 120 depicted in FIGS. 1 and 2). Althoughillustrative details are provided in this section, it should beunderstood that alternative methods can be implemented and used inaccordance with the present disclosure.

FIG. 31 is a flow diagram of an illustrative method 3100 that may beperformed by the on-board vehicle computer system 100 described above,or by some other system that includes a PCC system, in accordance withaspects of the present disclosure. At step 3110, the system determines anew PCC set speed for a vehicle. At step 3120, the system detects thatthe PCC system has been disabled (e.g., by an operator of the vehicle).At step 3130, the system presents a PCC activation reminder notification(e.g., to remind the vehicle operator to activate the disabled PCCsystem).

FIG. 32 is a flow diagram of another illustrative method 3200 that maybe performed by the on-board vehicle computer system 100 describedabove, or by some other system that includes a PCC system, in accordancewith aspects of the present disclosure. At step 3210, the systemdetermines a new PCC set speed for a vehicle. At step 3220, the systemcompares the new PCC set speed with a current control band. At step3230, the system presents a control band adjustment notification (e.g.,to remind the vehicle operator to select a wider control band).

FIG. 33 is a flow diagram of a detailed method 3300 that combinesaspects of the methods 3100 and 3200 described above, along withadditional aspects. The method may be performed by the on-board vehiclecomputer system 100 described above, or by some other system thatincludes a PCC system, in accordance with aspects of the presentdisclosure. At steps 3302, 3304, 3306, and 3308, the PCC system isinitiated as the key is cycled (step 3302), driver notification settingsrevert to customer settings (step 3304), the PCC system is activated(step 3306), and the control band is set to a minimum active level(e.g., PCC Level 0, with a zero positive offset). At step 3310, a newPCC set speed is calculated. If the PCC system has been deactivated bythe driver but the cruise control system is still active (step 3320), amissed event count is compared with a threshold (step 3330). At step3332, the missed event count is incremented if the threshold has notbeen reached. Otherwise, a missed event reminder count is incremented atstep 3334. At step 3336, the missed event count is reset, and ifreminders have not been disabled (step 3338), a reminder to activate thePCC system is provided at step 3340.

If the PCC system has not been deactivated, a determination is made atstep 3350 as to whether the new PCC set speed is outside the currentcontrol band. If it is not, the vehicle speed is adjusted to the new PCCset speed at step 3360. If it is, a non-optimal event count is comparedwith a threshold (step 3370). At step 3372, the non-optimal event countis incremented if the threshold has not been reached. Otherwise, anon-optimal event reminder count is incremented at step 3374. At step3376, the non-optimal event count is reset, and if reminders have notbeen disabled (step 3378), a reminder to use a wider control band isprovided at step 3380.

The reminder counts can be used, for example, to ensure that a driverdoes not receive too many reminders to reactivate the PCC system or touse a wider control band.

Extensions and Alternatives

The particular signals, variables, and parameters described herein, aswell as their respective possible ranges and states and the particularlogic for processing them, are not required. Depending onimplementation, more or fewer or different signals, variables, andparameters may be used to achieve similar results. In any of theexamples described herein, the specific signals, variables, andparameters that are described can be separated into additional signals,variables, or parameters, or combined into fewer signals, variables, orparameters.

Many alternatives to the described methods are possible. Processingstages in the various methods can be separated into additional stages orcombined into fewer stages. Processing stages in the various methodsalso can be omitted or supplemented with other methods or processingstages. Furthermore, processing stages that are described as occurringin a particular order can instead occur in a different order and/or in aparallel fashion, with multiple components or software processesconcurrently handling one or more of the illustrated processing stages.As another example, processing stages that are indicated as beingperformed by a particular device or module may instead be performed byone or more other devices or modules.

Many alternatives to the set of operator notifications described hereinare possible. For example, notifications described herein can beomitted, supplemented with additional notifications, or replaced withdifferent notifications or effects. As another example, visual elementsdescribed herein can be omitted, supplemented with additional elements,or replaced with different elements to provide, for example, differentgranularity of reminders (e.g., by making reminders more abrupt or moregradual, as may be desired in different situations).

The principles, representative embodiments, and modes of operation ofthe present disclosure have been described in the foregoing description.However, aspects of the present disclosure which are intended to beprotected are not to be construed as limited to the particularembodiments disclosed. Further, the embodiments described herein are tobe regarded as illustrative rather than restrictive. It will beappreciated that variations and changes may be made by others, andequivalents employed, without departing from the spirit of the presentdisclosure. Accordingly, it is expressly intended that all suchvariations, changes, and equivalents fall within the spirit and scope ofthe claimed subject matter.

While illustrative embodiments have been illustrated and described, itwill be appreciated that various changes can be made therein withoutdeparting from the spirit and scope of the invention.

The embodiments of the invention in which an exclusive property orprivilege is claimed are defined as follows:
 1. A computer-implementedmethod comprising: by an on-board vehicle computing system of a vehicle,determining a new predictive cruise control set speed for the vehicle ina predictive cruise control system; by the on-board vehicle computingsystem, detecting that the predictive cruise control system is disabled;and presenting a predictive cruise control activation remindernotification via an operator interface of the vehicle based at least inpart on a count of missed speed change events that occur while thepredictive cruise control system is disabled.
 2. Thecomputer-implemented method of claim 1, wherein the predictive cruisecontrol system is disabled by an operator of the vehicle.
 3. Thecomputer-implemented method of claim 1, wherein presenting thepredictive cruise control activation reminder notification is furtherbased on a reminder setting.
 4. The computer-implemented method of claim3, wherein the reminder setting is adjustable by the operator of thevehicle.
 5. The computer-implemented method of claim 1, wherein theoperator interface comprises a touchscreen display.
 6. Thecomputer-implemented method of claim 1, wherein the count of missedspeed change events is incremented if the new predictive cruise controlset speed is calculated while the predictive cruise control system isdisabled.
 7. A computer-implemented method comprising: by an on-boardvehicle computing system of a vehicle, determining a speed control bandfor the vehicle in a predictive cruise control system, wherein the speedcontrol band comprises an upper speed margin and a lower speed margin;comparing the upper speed margin with a driver rewards offset value; andbased on the comparing, updating the upper speed margin for the speedcontrol band.
 8. The computer-implemented method of claim 7, wherein thedriver rewards offset value is less than the upper speed margin, andwherein the updated upper speed margin is equal to the driver rewardsoffset value.
 9. The computer-implemented method of claim 7, wherein thedriver rewards offset value is based at least in part on a currentdriver reward speed offset.
 10. The computer-implemented method of claim7, wherein the driver rewards offset value is based at least in part ona maximum vehicle speed bonus.
 11. The computer-implemented method ofclaim 7, wherein the driver rewards offset value is based at least inpart on a fuel economy setting.
 12. In an on-board vehicle computingsystem for a vehicle comprising a predictive cruise control system, amethod comprising: by the predictive cruise control system, analyzingroadway slope information; by the predictive cruise control system,calculating a predictive cruise control set speed based at least in parton the roadway slope information and a currently active speed controlband, wherein the currently active speed control band is selected from aplurality of available speed control bands; and presenting an operatornotification indicating an upcoming change in vehicle speed based on thecalculated predictive cruise control set speed.
 13. The method of claim12, wherein the currently active speed control band is selected from theplurality of available speed control bands by an operator of thevehicle.
 14. The method of claim 12 further comprising presenting anoperator notification indicating an upcoming change in roadway slopebased on the roadway slope information.
 15. A computer system for avehicle, the computer system comprising: at least one processing unit;and a memory having stored therein computer-executable instructionsconfigured to cause the computer system to, during operation of thevehicle: determine a new predictive cruise control set speed for thevehicle in a predictive cruise control system; detect that thepredictive cruise control system is disabled; and cause a predictivecruise control activation reminder notification to be presented via anoperator interface of the vehicle based at least in part on a count ofmissed speed change events that occur while the predictive cruisecontrol system is disabled.
 16. The computer system of claim 15, whereinthe predictive cruise control system is disabled by an operator of thevehicle.
 17. The computer system of claim 15, wherein presenting thepredictive cruise control activation reminder notification is furtherbased on a reminder setting.
 18. The computer system of claim 17,wherein the reminder setting is adjustable by the operator of thevehicle.
 19. The computer system of claim 15, wherein the operatorinterface comprises a touchscreen display.
 20. The computer system ofclaim 15, wherein the count of missed speed change events is incrementedif the new predictive cruise control set speed is calculated while thepredictive cruise control system is disabled.
 21. The computer system ofclaim 15, wherein the computer system comprises an on-board vehiclecomputer system.
 22. A computer system for a vehicle, the computersystem comprising: at least one processing unit; and a memory havingstored therein computer-executable instructions configured to cause thecomputer system to, during operation of the vehicle: determine a speedcontrol band for the vehicle in a predictive cruise control system,wherein the speed control band comprises an upper speed margin and alower speed margin; perform a comparison the upper speed margin with adriver rewards offset value; and based on the comparison, update theupper speed margin for the speed control band.
 23. The computer systemof claim 22, wherein the driver rewards offset value is less than theupper speed margin, and wherein the updated upper speed margin is equalto the driver rewards offset value.
 24. The computer system of claim 22,wherein the driver rewards offset value is based at least in part on acurrent driver reward speed offset.
 25. The computer system of claim 22,wherein the driver rewards offset value is based at least in part on amaximum vehicle speed bonus.
 26. The computer system of claim 22,wherein the driver rewards offset value is based at least in part on afuel economy setting.
 27. The computer system of claim 22, wherein thecomputer system comprises an on-board vehicle computer system.
 28. Acomputer system for a vehicle, the computer system comprising: at leastone processing unit; and a memory having stored thereincomputer-executable instructions configured to cause the computer systemto, during operation of the vehicle: analyze roadway slope information;calculate a predictive cruise control set speed based at least in parton the roadway slope information and a currently active speed controlband, wherein the currently active speed control band is selected from aplurality of available speed control bands; and present an operatornotification indicating an upcoming change in vehicle speed based on thecalculated predictive cruise control set speed.
 29. The computer systemof claim 28, wherein the currently active speed control band is selectedfrom the plurality of available speed control bands by an operator ofthe vehicle.
 30. The computer system of claim 28, wherein thecomputer-executable instructions are further configured to cause thecomputer system to present an operator notification indicating anupcoming change in roadway slope based on the roadway slope information.31. The computer system of claim 28, wherein the computer systemcomprises an on-board vehicle computer system.